CN113400921A - Hybrid powertrain system and control method - Google Patents

Hybrid powertrain system and control method Download PDF

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Publication number
CN113400921A
CN113400921A CN202110859812.1A CN202110859812A CN113400921A CN 113400921 A CN113400921 A CN 113400921A CN 202110859812 A CN202110859812 A CN 202110859812A CN 113400921 A CN113400921 A CN 113400921A
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CN
China
Prior art keywords
gear
gear train
synchronizer
controlling
motor
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Pending
Application number
CN202110859812.1A
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Chinese (zh)
Inventor
张恒先
周之光
耿丽珍
叶远龙
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Chery Automobile Co Ltd
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Chery Automobile Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Publication date
Application filed by Chery Automobile Co Ltd filed Critical Chery Automobile Co Ltd
Priority to CN202110859812.1A priority Critical patent/CN113400921A/en
Publication of CN113400921A publication Critical patent/CN113400921A/en
Priority to PCT/CN2022/070333 priority patent/WO2023005154A1/en
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/24—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Structure Of Transmissions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The present disclosure provides a hybrid power system and control method, comprising: the device comprises an engine, a first motor, a first main shaft, a second main shaft, a hollow shaft, four gear trains and three synchronizers; the engine and the first motor are in transmission connection with the first main shaft, the first main shaft comprises a first transmission section and a second transmission section which are spaced, the hollow shaft is sleeved outside the first transmission section, the first synchronizer is positioned at the first transmission section, and the first synchronizer is used for being connected with the hollow shaft or the second transmission section; the first gear train and the second gear train are connected to the hollow shaft and the second spindle, the first synchronizer and the second synchronizer are both positioned on the second spindle, and the second synchronizer is used for being connected with the first gear train or the second gear train; the third gear train and the fourth gear train are connected to the second transmission section and the second spindle, the second synchronizer is used for connecting the third gear train or the fourth gear train, and the second spindle is in transmission connection with the wheels. The present disclosure can avoid the problem of dragging energy consumption caused by power transmission to four gear trains.

Description

Hybrid powertrain system and control method
Technical Field
The disclosure relates to the technical field of automobiles, in particular to a hybrid power system and a control method.
Background
Most of the traditional automobiles use fossil fuels (such as gasoline, diesel oil and the like) to provide power for engines, and the exhaust gas of the traditional automobiles can pollute the environment. Therefore, it is very slow to use new pollution-free energy (such as electric energy) to replace fossil fuel to power automobiles, and thus new energy automobiles which are power systems of pure electric vehicles are a trend.
In the related art, a hybrid system includes: the four gear trains are characterized by comprising an engine, a motor, a first synchronizer, a second synchronizer, a first main shaft, a second main shaft and four gear trains, wherein input gears of the four gear trains are movably sleeved on the first main shaft, output gears of the four gear trains are fixedly sleeved on the second main shaft, an output shaft of the engine and an output shaft of the second motor are in transmission connection with the first main shaft, two gear trains in the four gear trains are controlled by the first synchronizer to be connected with the first main shaft, and the other two gear trains in the four gear trains are controlled by the second synchronizer to be connected with the first main shaft, so that the engine and the motor can share the four gear trains together.
However, in the driving process, when the engine or the motor drives the first main shaft to drive any gear train to act, the second main shaft rotates, and the second main shaft also drives the output gears of the four gear trains to rotate together, so that the power output by the engine or the motor is also transmitted to other gear trains to drag other gear trains to act, and more power loss is caused.
Disclosure of Invention
The embodiment of the disclosure provides a hybrid power system and a control method, which can avoid the problem of dragging energy consumption caused by the transmission of power of an engine or a motor to four gear trains in the driving process and improve power loss. The technical scheme is as follows:
an embodiment of the present disclosure provides a hybrid system, including: the gear train comprises an engine, a first motor, a first main shaft, a second main shaft, a hollow shaft, a first gear train, a second gear train, a third gear train, a fourth gear train, a first synchronizer, a second synchronizer and a third synchronizer; an output shaft of the engine and an output shaft of the first motor are in transmission connection with the first main shaft, the first main shaft comprises a first transmission section and a second transmission section which are coaxial, the first transmission section and the second transmission section are distributed at intervals, the hollow shaft is movably sleeved outside the first transmission section, the first synchronizer is sleeved outside the first transmission section, and the first synchronizer is selectively in transmission connection with the hollow shaft or the second transmission section; the input gear of the first gear train and the input gear of the second gear train are fixedly sleeved outside the hollow shaft, the output gear of the first gear train and the output gear of the second gear train are movably sleeved outside the second spindle, the second synchronizer is sleeved outside the second spindle and is positioned between the output gear of the first gear train and the output gear of the second gear train, and the second synchronizer is selectively in transmission connection with the output gear of the first gear train or the output gear of the second gear train; the input gear of the third gear train and the input gear of the fourth gear train are fixedly sleeved outside the second transmission section, the output gear of the third gear train and the output gear of the fourth gear train are movably sleeved outside the second spindle, the third synchronizer is sleeved outside the second spindle and is positioned between the output gear of the third gear train and the output gear of the fourth gear train, the second synchronizer is selectively in transmission connection with the output gear of the third gear train or the output gear of the fourth gear train, and the second spindle is in transmission connection with wheels.
In an implementation manner of the embodiment of the present disclosure, a connecting cylinder is disposed at an end of the second transmission section opposite to the first transmission section, the connecting cylinder is coaxial with the second transmission section, one end of the first transmission section is movably inserted into the connecting cylinder, and when the first synchronizer is in transmission connection with the second transmission section, the first synchronizer is connected with the connecting cylinder and the first transmission section.
In another implementation manner of the embodiment of the present disclosure, the hybrid power system further includes a second motor, and an output shaft of the second motor is in transmission connection with the second transmission section.
In another implementation of the disclosed embodiment, the power system further includes a power supply assembly, the power supply assembly including: the first motor is connected with one of the two inverters, and the second motor is connected with the other of the two inverters.
In another implementation manner of the embodiment of the present disclosure, the hybrid power system further includes a transmission gear, the transmission gear is coaxially sleeved outside the second main shaft, and the wheel is in transmission connection with the transmission gear through a differential.
The disclosed embodiment provides a control method of a hybrid power system, which is suitable for the hybrid power system, and the control method comprises the following steps: determining a power mode; and controlling the working states of the engine, the first motor and the second motor and the connection states of the first synchronizer, the second synchronizer and the third synchronizer according to the power mode.
In another implementation manner of the embodiment of the present disclosure, when the power mode is an electric-only mode, the control method includes: controlling the engine and the second motor not to work, controlling the first synchronizer to be connected with the hollow shaft, controlling the second synchronizer to be connected with an output gear of the first gear train or an output gear of the second gear train, controlling the third synchronizer to be disconnected with both the output gear of the third gear train and the output gear of the fourth gear train, and controlling the first motor to work; or controlling the engine and the second motor not to work, controlling the first synchronizer to be connected with the second transmission section, controlling the second synchronizer to be not connected with the output gear of the first gear train and the output gear of the second gear train, controlling the third synchronizer to be connected with the output gear of the third gear train or the output gear of the fourth gear train, and controlling the first motor to work; or controlling the engine and the first motor not to work, controlling the first synchronizer to be not connected with the hollow shaft and the second transmission section, controlling the second synchronizer to be not connected with the output gear of the first gear train and the output gear of the second gear train, controlling the third synchronizer to be connected with the output gear of the third gear train or the output gear of the fourth gear train, and controlling the second motor to work.
In another implementation of the embodiment of the disclosure, when the power mode is a pure engine mode, the control method includes: controlling the first motor and the second motor not to work, controlling the first synchronizer to be connected with the hollow shaft, controlling the second synchronizer to be connected with an output gear of the first gear train or an output gear of the second gear train, controlling the third synchronizer to be disconnected with both the output gear of the third gear train and the output gear of the fourth gear train, and controlling the engine to work; or controlling the first motor and the second motor not to work, controlling the first synchronizer to be connected with the second transmission section, controlling the second synchronizer to be not connected with the output gear of the first gear train and the output gear of the second gear train, controlling the third synchronizer to be connected with the output gear of the third gear train or the output gear of the fourth gear train, and controlling the engine to work.
In another implementation manner of the embodiment of the present disclosure, when the power mode is a hybrid driving mode, the control method includes: controlling the engine to drive the first motor to generate power, controlling the first synchronizer to be not connected with the hollow shaft and the second transmission section, controlling the second synchronizer to be not connected with the output gear of the first gear train and the output gear of the second gear train, controlling the third synchronizer to be connected with the output gear of the third gear train or the output gear of the fourth gear train, and controlling the second motor to work; or, controlling an engine to work, controlling at least one of the first motor and the second motor to work, controlling the first synchronizer to be connected with the second transmission section, controlling the second synchronizer to be disconnected with both the output gear of the first gear train and the output gear of the second gear train, and controlling the third synchronizer to be connected with the output gear of the third gear train or the output gear of the fourth gear train; or controlling an engine to work, controlling at least one of the first motor and the second motor to work, controlling the first synchronizer to be connected with the hollow shaft, controlling the second synchronizer to be connected with an output gear of the first gear train or an output gear of the second gear train, and controlling the third synchronizer to be connected with an output gear of the third gear train or an output gear of the fourth gear train.
In another implementation manner of the embodiment of the present disclosure, when the power mode is an energy recovery mode, the control method includes: the engine and the first motor are controlled not to work, the first synchronizer is controlled not to be connected with the hollow shaft and the second transmission section, the second synchronizer is controlled not to be connected with the output gear of the first gear train and the output gear of the second gear train, and the third synchronizer is controlled to be connected with the output gear of the third gear train or the output gear of the fourth gear train, so that the second motor generates power.
The beneficial effects brought by the technical scheme provided by the embodiment of the disclosure at least comprise:
the hybrid power system provided by the embodiment of the disclosure is characterized in that the first main shaft is designed into the first transmission section and the second transmission section, the first transmission section and the second transmission section are separated, the first transmission section is movably sleeved outside the hollow shaft, the first synchronizer is sleeved outside the first transmission section, and therefore the first transmission section can be switched to be in transmission connection with the hollow shaft or the first transmission section is switched to be in transmission connection with the second transmission section through the first synchronizer.
The input gear of the first gear train and the input gear of the second gear train are fixedly sleeved on the hollow shaft, and the input gear of the third gear train and the input gear of the fourth gear train are fixedly sleeved outside the second transmission section. When the engine and the first motor output power, the power is transmitted to the first transmission section, and the power can be selectively connected into the hollow shaft or the second transmission section through the first synchronizer. Therefore, the power can be transmitted to only two gear trains but not to four gear trains, and after the power is transmitted to the second main shaft, because each output gear in the four gear trains is movably sleeved with the second main shaft, the power can not be transmitted back to other two gear trains through the second main shaft. Compared with the related art, the power output by the engine and the first motor is not transmitted to all gear trains, so that the problem of dragging energy consumption is solved, and the power loss is reduced.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present disclosure, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.
FIG. 1 is a schematic structural diagram of a hybrid powertrain system provided by an embodiment of the present disclosure;
FIG. 2 is a schematic energy transfer diagram of a hybrid powertrain system in an electric-only mode provided by an embodiment of the present disclosure;
FIG. 3 is a schematic energy transfer diagram of a hybrid powertrain system in an electric-only mode provided by an embodiment of the present disclosure;
FIG. 4 is a schematic energy transfer diagram of a hybrid powertrain system in an electric-only mode provided by an embodiment of the present disclosure;
FIG. 5 is a schematic energy transfer diagram of a hybrid powertrain system in an electric-only mode provided by an embodiment of the present disclosure;
FIG. 6 is a schematic energy transfer diagram of a hybrid powertrain system in an electric-only mode provided by an embodiment of the present disclosure;
FIG. 7 is a schematic energy transfer diagram of a hybrid powertrain system in an engine-only mode provided by an embodiment of the present disclosure;
FIG. 8 is a schematic energy transfer diagram of a hybrid powertrain system in an engine-only mode provided by an embodiment of the present disclosure;
FIG. 9 is a schematic energy transfer diagram of a hybrid powertrain system in a hybrid propulsion mode provided by an embodiment of the present disclosure;
FIG. 10 is a schematic energy transfer diagram of a hybrid powertrain system provided by an embodiment of the present disclosure in a hybrid propulsion mode;
FIG. 11 is a schematic energy transfer diagram of a hybrid powertrain system provided by an embodiment of the present disclosure in a hybrid propulsion mode;
FIG. 12 is a schematic energy transfer diagram of a hybrid powertrain system in a hybrid drive mode, according to an embodiment of the present disclosure.
The various symbols in the figure are illustrated as follows:
11. an engine; 12. a first motor; 13. a second motor;
20. a first main shaft; 201. a first transmission section; 202. a second transmission section; 203. a connecting cylinder; 21. a second main shaft; 22. a hollow shaft;
3. a first gear train; 31. an input gear of the first gear train; 32. an output gear of the first gear train;
4. a second gear train; 41. an input gear of the second gear train; 42. an output gear of the second gear train;
5. a third gear train; 51. an input gear of the third gear train; 52. an output gear of the third gear train;
6. a fourth gear train; 61. an input gear of a fourth gear train; 62. an output gear of the fourth gear train;
71. a first synchronizer; 72. a second synchronizer; 73. a third synchronizer;
8. a power supply assembly; 81. a battery; 82. an inverter;
91. a transmission gear; 92. a differential gear.
Detailed Description
To make the objects, technical solutions and advantages of the present disclosure more apparent, embodiments of the present disclosure will be described in detail with reference to the accompanying drawings.
Unless defined otherwise, technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this disclosure belongs. The use of "first," "second," "third," and similar terms in the description and claims of the present disclosure are not intended to indicate any order, quantity, or importance, but rather are used to distinguish one element from another. Also, the use of the terms "a" or "an" and the like do not denote a limitation of quantity, but rather denote the presence of at least one. The word "comprise" or "comprises", and the like, means that the element or item listed before "comprises" or "comprising" covers the element or item listed after "comprising" or "comprises" and its equivalents, and does not exclude other elements or items. The terms "connected" or "coupled" and the like are not restricted to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "upper", "lower", "left", "right", "top", "bottom", and the like are used merely to indicate relative positional relationships, which may also change accordingly when the absolute position of the object being described changes.
Fig. 1 is a schematic structural diagram of a hybrid power system provided in an embodiment of the present disclosure. As shown in fig. 1, the hybrid system includes: the transmission comprises an engine 11, a first motor 12, a first main shaft 20, a second main shaft 21, a hollow shaft 22, a first gear train 3, a second gear train 4, a third gear train 5, a fourth gear train 6, a first synchronizer 71, a second synchronizer 72 and a third synchronizer 73.
As shown in fig. 1, an output shaft of the engine 11 and an output shaft of the first motor 12 are both in transmission connection with the first spindle 20, the first spindle 20 includes a first transmission section 201 and a second transmission section 202 which are coaxial, the first transmission section 201 and the second transmission section 202 are distributed at intervals, the hollow shaft 22 is movably sleeved outside the first transmission section 201, the first synchronizer 71 is sleeved outside the first transmission section 201, and the first synchronizer 71 is selectively in transmission connection with the hollow shaft 22 or the second transmission section 202.
As shown in fig. 1, the input gear 31 of the first gear train 3 and the input gear 41 of the second gear train 4 are both fixedly sleeved outside the hollow shaft 22, the output gear 32 of the first gear train 3 and the output gear 42 of the second gear train 4 are both movably sleeved outside the second spindle 21, the second synchronizer 72 is sleeved outside the second spindle 21 and is located between the output gear 32 of the first gear train 3 and the output gear 42 of the second gear train 4, and the second synchronizer 72 is selectively in transmission connection with the output gear 32 of the first gear train 3 or the output gear 42 of the second gear train 4.
As shown in fig. 1, the input gear 51 of the third gear train 5 and the input gear 61 of the fourth gear train 6 are fixedly sleeved outside the second transmission section 202, the output gear 52 of the third gear train 5 and the output gear 62 of the fourth gear train 6 are movably sleeved outside the second main shaft 21, the third synchronizer 73 is sleeved outside the second main shaft 21 and is located between the output gear 52 of the third gear train 5 and the output gear 62 of the fourth gear train 6, the second synchronizer 72 is selectively in transmission connection with the output gear 52 of the third gear train 5 or the output gear 62 of the fourth gear train 6, and the second main shaft 21 is in transmission connection with the wheels.
According to the hybrid power system provided by the embodiment of the disclosure, the first main shaft 20 is designed into the first transmission section 201 and the second transmission section 202, the first transmission section 201 and the second transmission section 202 are separated, meanwhile, the first transmission section 201 is movably sleeved outside the hollow shaft 22, and the first synchronizer 71 is sleeved outside the first transmission section 201, so that the first transmission section 201 and the hollow shaft 22 can be switched to be in transmission connection through the first synchronizer 71, or the first transmission section 201 and the second transmission section 202 can be switched to be in transmission connection.
Wherein the input gear 31 of the first gear train 3 and the input gear 41 of the second gear train 4 are fixedly sleeved on the hollow shaft 22, and the input gear 51 of the third gear train 5 and the input gear 61 of the fourth gear train 6 are fixedly sleeved outside the second transmission section 202. Thus, when the engine 11 and the first motor 12 output power, the power is transmitted to the first transmission section 201, and the power can be selectively connected to the hollow shaft 22 or the second transmission section 202 through the first synchronizer 71. In this way, the power can be transmitted to only two gear trains, but not to four gear trains, and after the power is transmitted to the second main shaft 21, since each output gear of the four gear trains is movably sleeved with the second main shaft 21, the power cannot be transmitted back to the other two gear trains through the second main shaft 21. Compared with the related art, the power output by the engine 11 and the first motor 12 is not transmitted to all gear trains, so that the problem of dragging energy consumption is solved, and the power loss is reduced.
Optionally, as shown in fig. 1, a connecting cylinder 203 is disposed at an end of the second transmission section 202 opposite to the first transmission section 201, the connecting cylinder 203 is coaxial with the second transmission section 202, one end of the first transmission section 201 is movably inserted into the connecting cylinder 203, and when the first synchronizer 71 is in transmission connection with the second transmission section 202, the first synchronizer 71 connects the connecting cylinder 203 and the first transmission section 201.
In the embodiment of the present disclosure, the connecting cylinder 203 is disposed at the end of the second transmission section 202, so that the end of the first transmission section 201 can be directly inserted into the inner hole of the connecting cylinder 203, which facilitates the coaxial butt joint of the first transmission section 201 and the second transmission section 202. By inserting part of the first transmission section 201 into the connecting cylinder 203, when the first synchronizer 71 is adjusted to be in contact with the connecting cylinder 203, the first synchronizer 71 can be sleeved outside the first transmission section 201 at the same time, so that the first synchronizer 71 can be connected with the first transmission section 201 and the connecting cylinder 203, and the first transmission section 201 and the second transmission section 202 are in transmission connection.
Illustratively, a bearing may be disposed in the connecting cylinder 203, an outer ring of the bearing is fixed on an inner wall of the connecting cylinder 203, and an inner ring of the bearing is fixedly sleeved outside the first transmission section 201, so that after the end of the first transmission section 201 is inserted into the connecting cylinder 203, the first transmission section 201 can freely rotate in the connecting cylinder 203, and the movable connection between the first transmission section 201 and the second transmission section 202 is realized.
Optionally, the hybrid power system further comprises a second electric machine 13, and an output shaft of the second electric machine 13 is in transmission connection with the second transmission section 202. The second electric machine 13 is arranged in the hybrid power system, so that the hybrid power system can be provided with larger power.
Because the second electric machine 13 is in transmission connection with the second transmission section 202, the second electric machine 13 can also transmit the power of the second electric machine 13 to the third gear train 5 or the fourth gear train 6 under the switching of the third synchronizer 73, thereby realizing the two-gear driving mode of the second electric machine 13. By arranging the second electric machine 13 on the second transmission section 202, the second electric machine 13 can share part of the gear train with the engine 11, and the gear train of the second electric machine 13 is not needed, so that the cost is saved.
Optionally, as shown in fig. 1, the hybrid power system further includes a transmission gear 91, the transmission gear 91 is coaxially sleeved outside the second main shaft 21, and the wheel is in transmission connection with the transmission gear 91 through a differential 92. In the embodiment of the present disclosure, the input gear of the differential 92 is engaged with the transmission gear 91 installed on the second main shaft 21, so as to receive the power transmitted from the second main shaft, and achieve the purpose of driving the wheels to rotate.
Wherein differential 92 enables wheels coupled to an output shaft of differential 92 to rotate at different rotational speeds. When the automobile runs in a turning way, the turning radius of the inner wheel of the automobile is different from that of the outer wheel of the automobile, and the turning radius of the outer wheel is larger than that of the inner wheel, so that the rotating speed of the outer wheel is required to be higher than that of the inner wheel during turning, and the differential gear 92 can be used for enabling the two wheels to roll at different rotating speeds, so that the difference of the rotating speeds of the two wheels is realized.
Alternatively, as shown in fig. 1, the power supply assembly 8 includes: a battery 81 and two inverters 82, the two inverters 82 being connected to the battery 81, respectively, the first motor 12 being connected to one of the two inverters 82, and the second motor 13 being connected to the other of the two inverters 82.
By providing two inverters 82, one for connecting the battery 81 and the first motor 12 and the other for connecting the battery 81 and the second motor 13. The battery 81 is a rechargeable battery 81, and the inverter 82 is disposed on an output circuit of the battery 81 and is configured to convert a direct current output by the battery 81 into a three-phase alternating current to drive the first motor 12 or the second motor 13.
The disclosed embodiment provides a control method of a hybrid power system, which is applicable to the hybrid power system described above, and the control method includes: determining a power mode; the operating states of the engine 11, the first motor 12, and the second motor 13, and the connection states of the first synchronizer 71, the second synchronizer 72, and the third synchronizer 73 are controlled according to the power mode.
The power mode comprises a pure electric mode, a pure engine 11 mode, a hybrid driving mode or an energy recovery mode, and the pure electric mode comprises a single-motor mode and a double-motor mode.
In some implementations of the disclosed embodiment, when the power mode of the hybrid system is switched to the single-motor mode of the electric-only mode, the control method includes:
the engine 11 and the second motor 13 are controlled not to work, the first synchronizer 71 is controlled to be connected with the hollow shaft 22, the second synchronizer 72 is controlled to be connected with the output gear 32 of the first gear train 3 or the output gear 42 of the second gear train 4, the third synchronizer 73 is controlled to be not connected with the output gear 52 of the third gear train 5 and the output gear 62 of the fourth gear train 6, and the first motor 12 is controlled to work.
At this time, the first synchronizer 71 controls the hollow shaft 22 to be connected with the first transmission section 201, the first motor 12 alone drives the vehicle to run, and the power of the first motor 12 is transmitted to the first gear train 3 and the second gear train 4 through the hollow shaft 22, so as to realize two gear driving modes of the first motor 12.
The energy transmission in the hybrid power system will be briefly described by taking the first electric machine 12 in transmission connection with the first gear train 3 as an example. FIG. 2 is a schematic energy transfer diagram of a hybrid power system in an electric-only mode according to an embodiment of the present disclosure. As shown in fig. 2, the first motor 12 outputs power to the first transmission section 201, the power is transmitted to the hollow shaft 22 through the first synchronizer 71, the power is transmitted to the second main shaft 21 through the output gear 32 and the second synchronizer 72 of the first gear train 3, and finally the power is transmitted to the wheels through the transmission gear 91 and the differential 92 to drive the vehicle to run. A first gear drive mode is achieved when the first electric machine 12 is operating.
When the first motor 12 needs to be controlled to realize the second gear driving mode, the second synchronizer 72 is controlled to connect the output gear 42 of the second gear train 4 with the second main shaft 21, that is, the power of the first motor 12 is transmitted to the second gear train 4 and then transmitted to the wheels through the second main shaft 21, so as to drive the vehicle to run.
In other implementations of the embodiments of the present disclosure, when the power mode of the hybrid system is switched to the single motor mode of the electric-only mode, the control method includes:
controlling the engine 11 and the second motor 13 not to work, controlling the first synchronizer 71 to be connected with the second transmission section 202, controlling the second synchronizer 72 to be not connected with the output gear 32 of the first gear train 3 and the output gear 42 of the second gear train 4, controlling the third synchronizer 73 to be connected with the output gear 52 of the third gear train 5 or the output gear 62 of the fourth gear train 6, and controlling the first motor 12 to work.
At this time, the first synchronizer 71 controls the connection of the first transmission section 201 and the second transmission section 202, the first electric machine 12 alone drives the vehicle to run, and the power of the first electric machine 12 is transmitted to the third gear train 5 and the fourth gear train 6 through the second transmission section 202, so as to realize the other two gear driving modes of the first electric machine 12.
The energy transmission in the hybrid power system will be briefly described by taking the transmission connection between the first electric machine 12 and the third gear train 5 as an example. FIG. 3 is a schematic energy transfer diagram of a hybrid power system in an electric-only mode according to an embodiment of the present disclosure. As shown in fig. 3, the first motor 12 outputs power to the first transmission section 201, the power is transmitted to the second transmission section 202 through the first synchronizer 71, the power is transmitted to the second main shaft 21 through the output gear 52 and the third synchronizer 73 of the third gear train 5, and finally the power is transmitted to the wheels through the transmission gear 91 and the differential 92 to drive the vehicle to run. A third gear drive mode is implemented when the first electric machine 12 is operating.
When the first motor 12 needs to be controlled to realize the fourth gear driving mode, the third synchronizer 73 is controlled to connect the output gear 62 of the fourth gear train 6 with the second main shaft 21, that is, the power of the first motor 12 is transmitted to the fourth gear train 6, and then transmitted to the wheels through the second main shaft 21, so as to drive the vehicle to run.
In other implementations of the embodiments of the present disclosure, when the power mode of the hybrid system is switched to the single motor mode of the electric-only mode, the control method includes:
the engine 11 and the first motor 12 are controlled not to work, the first synchronizer 71 is controlled not to be connected with the hollow shaft 22 and the second transmission section 202, the second synchronizer 72 is controlled not to be connected with the output gear 32 of the first gear train 3 and the output gear 42 of the second gear train 4, the third synchronizer 73 is controlled to be connected with the output gear 52 of the third gear train 5 or the output gear 62 of the fourth gear train 6, and the second motor 13 is controlled to work.
At this time, the first synchronizer 71 controls the first transmission section 201 and the second transmission section 202 to be disconnected, the second electric machine 13 alone drives the vehicle to run, and the power of the second electric machine 13 is transmitted to the third gear train 5 and the fourth gear train 6 through the second transmission section 202, so that two gear driving modes of the second electric machine 13 are realized.
The energy transmission in the hybrid system will be briefly described by taking the transmission connection between the second electric machine 13 and the third gear train 5 as an example. FIG. 4 is a schematic energy transfer diagram of a hybrid power system in an electric-only mode according to an embodiment of the present disclosure. As shown in fig. 4, the second electric machine 13 outputs power to the second transmission section 202, the power is transmitted to the second main shaft 21 through the output gear 52 of the third gear train 5 and the third synchronizer 73, and the final power is transmitted to the wheels through the transmission gear 91 and the differential 92 to drive the vehicle to run. A third gear drive mode is achieved when the second electric machine 13 is operating.
When the second motor 13 needs to be controlled to realize the fourth gear driving mode, the third synchronizer 73 is controlled to connect the output gear 62 of the fourth gear train 6 with the second main shaft 21, that is, the power of the second motor 13 is transmitted to the fourth gear train 6 and then transmitted to the wheels through the second main shaft 21, so as to drive the vehicle to run.
In other implementations of the embodiment of the present disclosure, when the power mode of the hybrid system is switched to the dual-motor mode of the pure electric mode, at this time, both the first motor 12 and the second motor 13 are operated, and the engine 11 is not operated, the control method includes:
the first synchronizer 71 is controlled to be connected with the second transmission section 202, the second synchronizer 72 is controlled to be not connected with the output gear 32 of the first gear train 3 and the output gear 42 of the second gear train 4, and the third synchronizer 73 is controlled to be connected with the output gear 52 of the third gear train 5 or the output gear 62 of the fourth gear train 6.
At this time, the first synchronizer 71 controls the connection of the first transmission section 201 and the second transmission section 202, the first electric machine 12 and the second electric machine 13 drive the vehicle to run together, and the power of the first electric machine 12 and the second electric machine 13 is transmitted to the third gear train 5 and the fourth gear train 6 through the second transmission section 202, so as to realize two gear driving modes of the first electric machine 12 and the second electric machine 13.
The energy transmission in the hybrid system will be briefly described by taking the first electric machine 12, the second electric machine 13 and the third gear train 5 as an example. FIG. 5 is a schematic energy transfer diagram of a hybrid power system in an electric-only mode according to an embodiment of the disclosure. As shown in fig. 5, the first motor 12 outputs power to the first transmission section 201, and is transmitted to the second transmission section 202 through the first synchronizer 71, the second motor 13 outputs power to the second transmission section 202, the power of the first motor 12 and the second motor 13 is transmitted to the second main shaft 21 through the output gear 52 of the third gear train 5 and the third synchronizer 73, and the final power is transmitted to the wheels through the transmission gear 91 and the differential 92, so as to drive the vehicle to run. And a third gear driving mode is realized when the first motor 12 and the second motor 13 work.
When the first motor 12 and the second motor 13 need to be controlled to realize the fourth gear driving mode, the third synchronizer 73 is controlled to connect the output gear 62 of the fourth gear train 6 with the second main shaft 21, that is, the power of the first motor 12 and the second motor 13 is transmitted to the fourth gear train 6, and then transmitted to the wheels through the second main shaft 21, so as to drive the vehicle to run.
In other implementations of the embodiment of the present disclosure, when the power mode of the hybrid system is switched to the dual-motor mode of the pure electric mode, at this time, both the first motor 12 and the second motor 13 are operated, and the engine 11 is not operated, the control method includes:
the first synchronizer 71 is controlled to be connected to the quill 22, the second synchronizer 72 is controlled to be connected to the output gear 32 of the first gear train 3 or the output gear 42 of the second gear train 4, and the third synchronizer 73 is controlled to be connected to the output gear 52 of the third gear train 5 or the output gear 62 of the fourth gear train 6.
At this time, the first synchronizer 71 controls the connection of the first transmission section 201 and the hollow shaft 22, the first motor 12 and the second motor 13 drive the vehicle to run together, the power of the first motor 12 is transmitted to the first gear train 3 and the second gear train 4 through the hollow shaft 22, and the power of the second motor 13 is transmitted to the third gear train 5 and the fourth gear train 6 through the second transmission section 202, so that two gear driving modes of the first motor 12 and the second motor 13 are realized.
The energy transmission in the hybrid power system will be briefly described by taking the first electric machine 12 in transmission connection with the first gear train 3 and the second electric machine 13 in transmission connection with the third gear train 5 as an example. FIG. 6 is a schematic energy transfer diagram of a hybrid power system in an electric-only mode according to an embodiment of the disclosure. As shown in fig. 6, the first motor 12 outputs power to the first transmission section 201, the power is transmitted to the hollow shaft 22 through the first synchronizer 71, the power is transmitted to the second main shaft 21 through the output gear 32 and the second synchronizer 72 of the first gear train 3, the second motor 13 outputs power to the second transmission section 202, the power of the second motor 13 is transmitted to the second main shaft 21 through the output gear 52 and the third synchronizer 73 of the third gear train 5, and finally the power is transmitted to the wheels through the transmission gear 91 and the differential 92 to drive the vehicle to run. And a first gear driving mode when the first motor 12 works and a third gear driving mode when the second motor 13 works are realized.
When the first motor 12 needs to be controlled to realize the second gear driving mode, the second synchronizer 72 is controlled to connect the output gear 42 of the second gear train 4 with the second spindle 21; when the second motor 13 is required to realize the fourth gear drive mode, the third synchronizer 73 may be controlled to connect the output gear 62 of the fourth gear train 6 with the second main shaft 21.
In some implementations of the disclosed embodiment, when the power mode of the hybrid system is switched to the engine-only 11 mode, the control method includes:
the first motor 12 and the second motor 13 are controlled not to work, the first synchronizer 71 is controlled to be connected with the hollow shaft 22, the second synchronizer 72 is controlled to be connected with the output gear 32 of the first gear train 3 or the output gear 42 of the second gear train 4, the third synchronizer 73 is controlled to be not connected with the output gear 52 of the third gear train 5 and the output gear 62 of the fourth gear train 6, and the engine 11 is controlled to work.
At this time, the first synchronizer 71 controls the hollow shaft 22 and the first transmission section 201 to be connected, the engine 11 alone drives the vehicle to run, and the power of the engine 11 is transmitted to the first gear train 3 and the second gear train 4 through the hollow shaft 22, so that two gear driving modes of the engine 11 are realized.
The energy transmission in the hybrid system will be briefly described by taking the example of the driving connection between the engine 11 and the first gear train 3. FIG. 7 is a schematic energy transfer diagram of a hybrid powertrain system in an engine-only mode provided by an embodiment of the present disclosure. As shown in fig. 7, the engine 11 outputs power to the first transmission section 201, the power is transmitted to the hollow shaft 22 through the first synchronizer 71, the power is transmitted to the second main shaft 21 through the output gear 32 and the second synchronizer 72 of the first gear train 3, and finally the power is transmitted to the wheels through the transmission gear 91 and the differential 92 to drive the vehicle to run. The first-gear drive mode when the engine 11 is operating is realized.
When the engine 11 needs to be controlled to realize the second gear driving mode, the second synchronizer 72 is controlled to connect the output gear 42 of the second gear train 4 with the second main shaft 21, that is, the power of the engine 11 is transmitted to the second gear train 4 and then transmitted to the wheels through the second main shaft 21, so as to drive the vehicle to run.
In some implementations of the disclosed embodiment, when the power mode of the hybrid system is switched to the engine-only 11 mode, the control method includes:
the first motor 12 and the second motor 13 are controlled not to work, the first synchronizer 71 is controlled to be connected with the second transmission section 202, the second synchronizer 72 is controlled not to be connected with the output gear 32 of the first gear train 3 and the output gear 42 of the second gear train 4, the third synchronizer 73 is controlled to be connected with the output gear 52 of the third gear train 5 or the output gear 62 of the fourth gear train 6, and the engine 11 is controlled to work.
At this time, the first synchronizer 71 controls the connection of the first transmission stage 201 and the second transmission stage 202, the engine 11 drives the vehicle to run alone, and the power of the engine 11 is transmitted to the third gear train 5 and the fourth gear train 6 through the second transmission stage 202, so as to realize the other two gear driving modes of the engine 11.
The energy transmission in the hybrid system will be briefly described by taking the transmission connection between the engine 11 and the fourth gear train 6 as an example. FIG. 8 is a schematic energy transfer diagram of a hybrid powertrain system in an engine-only mode provided by an embodiment of the present disclosure. As shown in fig. 8, the engine 11 outputs power to the first transmission section 201, the power is transmitted to the second transmission section 202 through the first synchronizer 71, the power is transmitted to the second main shaft 21 through the output gear 62 and the third synchronizer 73 of the fourth gear train 6, and the final power is transmitted to the wheels through the transmission gear 91 and the differential 92 to drive the vehicle to run. The fourth-gear drive mode when the engine 11 is operating is realized.
When the engine 11 needs to be controlled to realize the third gear driving mode, the second synchronizer 72 is controlled to connect the output gear 52 of the third gear train 5 with the second spindle 21, that is, the power of the engine 11 is transmitted to the third gear train 5, and then transmitted to the wheels through the second spindle 21, so as to drive the vehicle to run.
In some implementations of the embodiments of the present disclosure, when the power mode of the hybrid system is switched to the hybrid driving mode, the control method includes:
the engine 11 is controlled to drive the first motor 12 to generate power, the first synchronizer 71 is controlled to be not connected with the hollow shaft 22 and the second transmission section 202, the second synchronizer 72 is controlled to be not connected with the output gear 32 of the first gear train 3 and the output gear 42 of the second gear train 4, the third synchronizer 73 is controlled to be connected with the output gear 52 of the third gear train 5 or the output gear 62 of the fourth gear train 6, and the second motor 13 is controlled to work.
At this time, the first synchronizer 71 controls the hollow shaft 22 and the second transmission section 202 to be disconnected from the first transmission section 201, the engine 11 drives the first motor 12 to generate electricity, the electric energy generated by the first motor 12 is stored in the power supply assembly 8, the power supply assembly 8 supplies power to the second motor 13 at the same time, so that the second motor 13 drives the vehicle to run independently, and the power of the second motor 13 is transmitted to the third gear train 5 and the fourth gear train 6 through the second transmission section 202, so as to realize two gear driving modes of the second motor 13.
The energy transmission in the hybrid system will be briefly described by taking the transmission connection between the second electric machine 13 and the third gear train 5 as an example. FIG. 9 is a schematic energy transfer diagram of a hybrid powertrain system in a hybrid drive mode, according to an embodiment of the present disclosure. As shown in fig. 9, the second electric machine 13 outputs power to the second transmission section 202, and is transmitted to the second main shaft 21 through the output gear 52 of the third gear train 5 and the third synchronizer 73, and the final power is transmitted to the wheels through the transmission gear 91 and the differential 92 to drive the vehicle to run. A third gear drive mode is achieved when the second electric machine 13 is operating.
When the second motor 13 needs to be controlled to realize the fourth gear driving mode, the third synchronizer 73 is controlled to connect the output gear 62 of the fourth gear train 6 with the second main shaft 21, that is, the power of the second motor 13 is transmitted to the fourth gear train 6 and then transmitted to the wheels through the second main shaft 21, so as to drive the vehicle to run.
In other implementations of the embodiment of the present disclosure, when the power mode of the hybrid system is switched to the hybrid driving mode, at this time, the engine 11, the first electric machine 12, and the second electric machine 13 all operate, the control method includes:
the first synchronizer 71 is controlled to be connected with the second transmission section 202, the second synchronizer 72 is controlled to be not connected with the output gear 32 of the first gear train 3 and the output gear 42 of the second gear train 4, and the third synchronizer 73 is controlled to be connected with the output gear 52 of the third gear train 5 or the output gear 62 of the fourth gear train 6.
At this time, the first synchronizer 71 controls the connection of the first transmission section 201 and the second transmission section 202, the engine 11, the first electric machine 12 and the second electric machine 13 drive the vehicle to run together, and the power of the engine 11, the first electric machine 12 and the second electric machine 13 is transmitted to the third gear train 5 and the fourth gear train 6 through the second transmission section 202, so that two gear driving modes of the engine 11, the first electric machine 12 and the second electric machine 13 are realized.
The energy transmission in the hybrid system will be briefly described by taking the transmission connection of the engine 11, the first electric machine 12, the second electric machine 13 and the third gear train 5 as an example. FIG. 10 is a schematic energy transfer diagram of a hybrid powertrain system in a hybrid drive mode, according to an embodiment of the present disclosure. As shown in fig. 10, the engine 11 and the first motor 12 output power to the first transmission section 201, and are transmitted to the second transmission section 202 through the first synchronizer 71, the second motor 13 outputs power to the second transmission section 202, the power of the engine 11, the first motor 12 and the second motor 13 is transmitted to the second main shaft 21 through the output gear 52 and the third synchronizer 73 of the third gear train 5, and finally the power is transmitted to the wheels through the transmission gear 91 and the differential 92 to drive the vehicle to run. And a third gear driving mode is realized when the engine 11, the first motor 12 and the second motor 13 work.
When the engine 11, the first motor 12 and the second motor 13 need to be controlled to realize the fourth gear driving mode, the third synchronizer 73 is controlled to connect the output gear 62 of the fourth gear train 6 with the second spindle 21, that is, the power of the engine 11, the first motor 12 and the second motor 13 is transmitted to the fourth gear train 6, and then transmitted to the wheels through the second spindle 21, so as to drive the vehicle to run.
In other implementations of the embodiment of the present disclosure, when the power mode of the hybrid system is switched to the hybrid driving mode, at this time, the engine 11, the first electric machine 12, and the second electric machine 13 all operate, the control method includes:
the first synchronizer 71 is controlled to be connected to the quill 22, the second synchronizer 72 is controlled to be connected to the output gear 32 of the first gear train 3 or the output gear 42 of the second gear train 4, and the third synchronizer 73 is controlled to be connected to the output gear 52 of the third gear train 5 or the output gear 62 of the fourth gear train 6.
At this time, the first synchronizer 71 controls the connection of the first transmission section 201 and the hollow shaft 22, the engine 11, the first motor 12 and the second motor 13 drive the vehicle to run together, the power of the engine 11 and the first motor 12 is transmitted to the first gear train 3 and the second gear train 4 through the hollow shaft 22, and the power of the second motor 13 is transmitted to the third gear train 5 and the fourth gear train 6 through the second transmission section 202, so that two gear driving modes of the engine 11, the first motor 12 and the second motor 13 are realized.
The energy transmission in the hybrid system will be briefly described by taking the example that the engine 11, the first electric machine 12 and the first gear train 3 are in transmission connection, and the second electric machine 13 and the third gear train 5 are in transmission connection. FIG. 11 is a schematic energy transfer diagram of a hybrid powertrain system in a hybrid propulsion mode, according to an embodiment of the present disclosure. As shown in fig. 11, the engine 11 and the first motor 12 output power to the first transmission section 201, the power is transmitted to the hollow shaft 22 through the first synchronizer 71, the power is transmitted to the second main shaft 21 through the output gear 32 and the second synchronizer 72 of the first gear train 3, the second motor 13 outputs power to the second transmission section 202, the power of the second motor 13 is transmitted to the second main shaft 21 through the output gear 52 and the third synchronizer 73 of the third gear train 5, and the final power is transmitted to wheels through the transmission gear 91 and the differential 92 to drive the vehicle to run. And a first gear driving mode when the engine 11 and the first motor 12 work and a third gear driving mode when the second motor 13 works are realized.
When the engine 11 and the first motor 12 need to be controlled to realize the second gear driving mode, the second synchronizer 72 is controlled to connect the output gear 42 of the second gear train 4 with the second spindle 21; when the second motor 13 is required to realize the fourth gear drive mode, the third synchronizer 73 may be controlled to connect the output gear 62 of the fourth gear train 6 with the second main shaft 21.
In some implementations of the embodiments of the present disclosure, when the power mode of the hybrid system is switched to the energy recovery mode, the control method includes:
the engine 11 and the first motor 12 are controlled not to work, the first synchronizer 71 is controlled not to be connected with the hollow shaft 22 and the second transmission section 202, the second synchronizer 72 is controlled not to be connected with the output gear 32 of the first gear train 3 and the output gear 42 of the second gear train 4, and the third synchronizer 73 is controlled to be connected with the output gear 52 of the third gear train 5 or the output gear 62 of the fourth gear train 6, so that the second motor 13 generates electricity.
At this time, the first synchronizer 71 controls the hollow shaft 22 and the second transmission section 202 to be disconnected from the first transmission section 201, the second synchronizer 72 controls the first gear train 3 and the second gear train 4 to be disconnected from the second main shaft 21, the power of the wheels is transmitted to the second main shaft 21 through the differential 92 and the transmission gear 91, and is transmitted to the second motor 13 through the third gear train 5 or the fourth gear train 6 to drive the second motor 13 to generate power in two gear driving modes.
The energy transmission in the hybrid system will be briefly described by taking the transmission connection between the second electric machine 13 and the fourth gear train 6 as an example. FIG. 12 is a schematic energy transfer diagram of a hybrid powertrain system in a hybrid drive mode, according to an embodiment of the present disclosure. As shown in fig. 12, the power of the wheels is transmitted to the second main shaft 21 via the differential 92 and the transmission gear 91, and is transmitted to the second motor 13 via the third gear train 5 to drive the second motor 13 to generate power in the third gear driving mode.
When the second motor 13 needs to be controlled to realize the fourth gear driving mode, the third synchronizer 73 is controlled to connect the output gear 62 of the fourth gear train 6 with the second main shaft 21.
In the embodiment of the disclosure, the power mode of the hybrid power system may further include a reverse mode, and when the power mode is switched to the reverse mode, the control method includes:
the engine 11 and the first motor 12 are controlled not to work, the first synchronizer 71 is controlled not to be connected with the hollow shaft 22 and the second transmission section 202, the second synchronizer 72 is controlled not to be connected with the output gear 32 of the first gear train 3 and the output gear 42 of the second gear train 4, the third synchronizer 73 is controlled to be connected with the output gear 52 of the third gear train 5 or the output gear 62 of the fourth gear train 6, and the second motor 13 is controlled to rotate reversely.
At this time, the first synchronizer 71 controls the first transmission section 201 and the second transmission section 202 to be disconnected, the second motor 13 alone rotates reversely to drive the vehicle to reverse, and the power of the second motor 13 is transmitted to the third gear train 5 and the fourth gear train 6 through the second transmission section 202, so that the second motor 13 reverses in two gear driving modes.
When the second motor 13 needs to be controlled to reverse in the fourth gear driving mode, the third synchronizer 73 is controlled to connect the output gear 62 of the fourth gear train 6 with the second main shaft 21, that is, the power of the second motor 13 is transmitted to the fourth gear train 6 and then transmitted to the wheels through the second main shaft 21, so as to drive the vehicle to reverse.
Although the present disclosure has been described with reference to specific embodiments, it will be understood by those skilled in the art that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the disclosure.

Claims (10)

1. A hybrid system, characterized by comprising: the transmission comprises an engine (11), a first motor (12), a first main shaft (20), a second main shaft (21), a hollow shaft (22), a first gear train (3), a second gear train (4), a third gear train (5), a fourth gear train (6), a first synchronizer (71), a second synchronizer (72) and a third synchronizer (73);
an output shaft of the engine (11) and an output shaft of the first motor (12) are in transmission connection with the first spindle (20), the first spindle (20) comprises a first transmission section (201) and a second transmission section (202) which are coaxial, the first transmission section (201) and the second transmission section (202) are distributed at intervals, the hollow shaft (22) is movably sleeved outside the first transmission section (201), the first synchronizer (71) is sleeved outside the first transmission section (201), and the first synchronizer (71) can be selectively in transmission connection with the hollow shaft (22) or the second transmission section (202);
the input gear of the first gear train (3) and the input gear of the second gear train (4) are fixedly sleeved outside the hollow shaft (22), the output gear of the first gear train (3) and the output gear of the second gear train (4) are movably sleeved outside the second spindle (21), the second synchronizer (72) is sleeved outside the second spindle (21) and is positioned between the output gear of the first gear train (3) and the output gear of the second gear train (4), and the second synchronizer (72) can be selectively in transmission connection with the output gear of the first gear train (3) or the output gear of the second gear train (4);
an input gear of the third gear train (5) and an input gear of the fourth gear train (6) are fixedly sleeved outside the second transmission section (202), an output gear of the third gear train (5) and an output gear of the fourth gear train (6) are movably sleeved outside the second spindle (21), the third synchronizer (73) is sleeved outside the second spindle (21) and is positioned between the output gear of the third gear train (5) and the output gear of the fourth gear train (6), the second synchronizer (72) is selectively in transmission connection with the output gear of the third gear train (5) or the output gear of the fourth gear train (6), and the second spindle (21) is in transmission connection with wheels.
2. The hybrid power system of claim 1, wherein a connecting cylinder (203) is arranged at the end of the second transmission section (202) opposite to the first transmission section (201), the connecting cylinder (203) is coaxial with the second transmission section (202), one end of the first transmission section (201) is movably inserted into the connecting cylinder (203), and when the first synchronizer (71) is in transmission connection with the second transmission section (202), the first synchronizer (71) is connected with the connecting cylinder (203) and the first transmission section (201).
3. Hybrid system according to claim 1 or 2, characterized in that it further comprises a second electric machine (13), the output shaft of said second electric machine (13) being in driving connection with said second transmission section (202).
4. A hybrid system according to claim 3, characterized in that the power system further comprises a power supply assembly (8), the power supply assembly (8) comprising: a battery (81) and two inverters (82), the two inverters (82) being respectively connected to the battery (81), the first motor (12) being connected to one of the two inverters (82), and the second motor (13) being connected to the other of the two inverters (82).
5. The hybrid system according to claim 1 or 2, further comprising a transmission gear (91), wherein the transmission gear (91) is coaxially sleeved outside the second main shaft (21), and the wheel is in transmission connection with the transmission gear (91) through a differential (92).
6. A control method of a hybrid system, which is applied to the hybrid system according to claim 3 or 4, the control method comprising:
determining a power mode;
and controlling the working states of the engine, the first motor and the second motor and the connection states of the first synchronizer, the second synchronizer and the third synchronizer according to the power mode.
7. The control method according to claim 6, wherein when the power mode is an electric-only mode, the control method comprises:
controlling the engine and the second motor not to work, controlling the first synchronizer to be connected with the hollow shaft, controlling the second synchronizer to be connected with an output gear of the first gear train or an output gear of the second gear train, controlling the third synchronizer to be disconnected with both the output gear of the third gear train and the output gear of the fourth gear train, and controlling the first motor to work; or,
controlling the engine and the second motor not to work, controlling the first synchronizer to be connected with the second transmission section, controlling the second synchronizer to be not connected with the output gear of the first gear train and the output gear of the second gear train, controlling the third synchronizer to be connected with the output gear of the third gear train or the output gear of the fourth gear train, and controlling the first motor to work; or,
controlling the engine and the first motor not to work, controlling the first synchronizer to be not connected with the hollow shaft and the second transmission section, controlling the second synchronizer to be not connected with the output gear of the first gear train and the output gear of the second gear train, controlling the third synchronizer to be connected with the output gear of the third gear train or the output gear of the fourth gear train, and controlling the second motor to work.
8. The control method of claim 6, wherein when the power mode is an engine-only mode, the control method comprises:
controlling the first motor and the second motor not to work, controlling the first synchronizer to be connected with the hollow shaft, controlling the second synchronizer to be connected with an output gear of the first gear train or an output gear of the second gear train, controlling the third synchronizer to be disconnected with both the output gear of the third gear train and the output gear of the fourth gear train, and controlling the engine to work; or,
controlling the first motor and the second motor not to work, controlling the first synchronizer to be connected with the second transmission section, controlling the second synchronizer to be not connected with the output gear of the first gear train and the output gear of the second gear train, controlling the third synchronizer to be connected with the output gear of the third gear train or the output gear of the fourth gear train, and controlling the engine to work.
9. The control method according to claim 6, characterized in that when the power mode is a hybrid drive mode, the control method includes:
controlling the engine to drive the first motor to generate power, controlling the first synchronizer to be not connected with the hollow shaft and the second transmission section, controlling the second synchronizer to be not connected with the output gear of the first gear train and the output gear of the second gear train, controlling the third synchronizer to be connected with the output gear of the third gear train or the output gear of the fourth gear train, and controlling the second motor to work; or,
controlling an engine to work, controlling at least one of the first motor and the second motor to work, controlling the first synchronizer to be connected with the second transmission section, controlling the second synchronizer to be disconnected with both an output gear of the first gear train and an output gear of the second gear train, and controlling the third synchronizer to be connected with an output gear of the third gear train or an output gear of the fourth gear train; or,
controlling an engine to work, controlling at least one of the first motor and the second motor to work, controlling the first synchronizer to be connected with the hollow shaft, controlling the second synchronizer to be connected with an output gear of the first gear train or an output gear of the second gear train, and controlling the third synchronizer to be connected with an output gear of the third gear train or an output gear of the fourth gear train.
10. The control method according to claim 6, characterized in that when the power mode is an energy recovery mode, the control method includes:
the engine and the first motor are controlled not to work, the first synchronizer is controlled not to be connected with the hollow shaft and the second transmission section, the second synchronizer is controlled not to be connected with the output gear of the first gear train and the output gear of the second gear train, and the third synchronizer is controlled to be connected with the output gear of the third gear train or the output gear of the fourth gear train, so that the second motor generates power.
CN202110859812.1A 2021-07-28 2021-07-28 Hybrid powertrain system and control method Pending CN113400921A (en)

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